Internal-combustion engine for liquid combustible.



PATENTED AUG. 14, 1906.

G. TRINKLER. I INTERNAL GOMBUSTION ENGINE FOR LIQUID COMBUSTIBLE;

APPLICATION FILED 00T.15, 1903.

2 SHEETSi-SHEET l.

IIIII 1 ll f5 llll Il PATENTED AUG. 14, 1906.

G. TRINKLER. INTERNAL COMBUSTION ENGINE FOR LIQUID COMBUSTIBLE.

APPLICATION FILED 00T.15, 1903.

2 SHEETS-SHEET 2.

UNITED vsimEs ,PATENT OFFICE.

'GUsTAvTRINKLER 0E LINDEN, NEAR HAN'o'i-IER, GERMANY.

INTERNAL-COMBusTloN ENGINE Fon `LIQUID COMBUSTIBLE.

useful Internal-Combustion En 'ne for Liq` uid Combustible, ofv which the ollowing is a specification.

by a special valve.

Itis well known that for working internalcombustion engines under economical condiltions it is necessary toxsubject the air to a very high degree of compression.

e dering this possible pure air is first supplied For rento the cylinder through the air-admission valve, and then the combustible is admitted Toward the end of the compression period the combustible is rapidly mixed with the total quantity of air,

which, compressed to about twenty atmos-` pheres, has attained a temperature sufficient to ignite the mixture. The mixture will now by its expansion push the engine-piston forward.

The present invention now relates to devices for eecting the mixture of the combustible4 with the compressed air'.` A machine provided with this mixing mechanism is represented in the annexed drawings, on which- Figure 1 is a side view,.partly in section,vof a four-cycle combustion-engine. Fig. 2 is a plan, and Fig. 3 a rear view, of the same machine. Fig. 4 shows part of the mechanism in detail. Fig. 5 shows in 'vertical section a modified arrangement of the lookin mechanism. Fig. 6 shows another modi cation of this mechanism.l Fig. 7 thesu-bject of the present invention'adapted to be applied to a two-cycle combustion-engine. v Fig. 8 shows in detail a part of the mechanism. l

Referring to Figs. l to 4, A is the cylinder,

in which moves'the working piston B. Ais lthe connecting-rod ofthe power-piston acting on thecrank-shaft B. C is the iiy-Wheel,

'Dthe pulley, and E the machine-frame. C

is the valve-head, with the inlet-valve F and the outlet-valve G. The valves F and G are actuated from the valve-gear shaft J', which makes half the'number of revolutions of the main shaft B by tappets provided on said shaft J and levers H H. The valvegear shaft J receives 'its rotation from thev main shaft B by the intermediate shaft K and two pairs of bevel and Worm wheels. The fluid combustible is supplied in any con- Specification of Letters Eatent.

Application filed October 15, 1903. Serial No. 177.221.

part.

Patented mig. 14, 190e venient way for instance, by a pump (notl the auxiliary piston H, movingin the chamber L. This'piston is so controlled that during the time of the compression period it remains stationary, or almost so. The pressure in front ofthe piston is the same as the pressure in the compression-chamber. The iiuid combustible in the chamber F remains also motionless, for the reason that the air-pressure actin on the same through the openings K an M is compensated; nor can the combustible ignite at too early a period in the very small chamber F. Toward the end of the compression period the auxiliary piston H is rapidly movedv outward. In this `movement it closes the compensating passage G and increases the pressure in the chamber L in front of the piston- The air in consequence thereof rapidly rushesthrough the passages M and K into the combustionchamber, carrying with it the combustible containedin the chamber Ffor mixing the same with the air in the compression-chamber. The piston-rod J of the piston His actuated by the two-armed lever N O, keyed on shaft F. The arm 0 is connected by the rod Q .with the two-armed lever S, provided at its lower end with roller T. V (shown in Fig. e in detail) is a locking-lever pivoted at U and bearing on the roller T. This locking-lever is drawn against the lever V by the spring W. This arrangement prevents the piston H to be driven outward by the` com ressed air, in the compressionchamber o which the chamber L forms a The piston being provided with a piston-rod has a smaller surface on the side to which the piston -rod is attached. The larger ower exerted by the compressed air on thearger surface on `the opposite side is taken up by the locking-lever V and the sprin` W. The tension of the spring W is adjuste so as to take up only the excess of air-pressure exerted on the larger surface of the pis ton H; but when the tappet X, secured to the drivin -shaft B of the engine,- acts o`n the roller to move the lever S the tension of the spring W is overcome, the roller T moves the locking-lever V upward, and unlocks the iston H. At this moment the piston H wil be rapidly driven outward by the explained ex- TOO IIO

cess of pressure acting on the larger istonsurface. The whole system H J N O S can in this way be operated by the compressed,

air alone' provided the piston-rod is of the thickness as to sufficiently reduce the area of the piston-face to which it is attached. The tappet X merely follows the movement of the roller Y from the moment the roller T is released; but if the engine runs at a high ro speed or if a thin rod J is attached to the p1ston H the air displaced by the movement of the piston H does not rush ra idly enough through the passage K. In t at case the ta petX hasin its'further course after the r5reiiease of the roller T a relatively higher speed-than the airrushing throughK and acts ositively on the piston H by the system S 1Q O NJ. This arrangement is shown in Figs. l to 4 of the drawings. The position zorepresented in Fig. l corresponds to the beginning of the period in which theliquid combustible is injected into the compressed air. l When the tappet has passed the roller Y, the injection has taken place. The whole z5 system H J N O Q S remains durin -the power-stroke and the next return stro e in the sposition reverse to that shown on the drawings. When. the following suctionstroke commences, the tappet Xagain approaches-the roller Y; lbut as at this time the roller is still in the reverse position it goes past without touching it. At about the mid- .dleof-the suction-stroke the'tappet Z on the valve-gear shaft. J', which shaft makes half the number of revolutions as the driving-shaft B', begins ,to act on the roller L', fixed to the arni @of the'lever 0 N, which at this time is still, as above explained, in the position reverse to-that shown in Fig. 1.. 'It pushes the arm O outward, and thereby brings the whole system in 4the scribed, -with the locking-lever V bearing on the 'roller T. It is also possible to move the piston H-from a strong shaft positively and at a-high speed.

Fig.v 5 shows in a section thro ugh'the valvehead of the engine a modified arrangement,

the same reference-letters designating similar parts as in the first figures. The 4piston- 5o rod J is`very thick, as in this arrangement the piston H is to be-driven outward by the comressed air alone. The right-hand arm ofthe ever N'O bears upon the locking-lever N', ivoted in M'. The piston H 1s thereby 5 5 ocked and prevented Afrom moving during the compression period. At the end of the compression period the'tappet O', acting on the roller P', moves the locking-lever away from the armO, releases'the lever N O, and

6o allows the'piston H to be driven outward by the compressed air to inject the fiuid combustible into the vcompression-chamber, as before described. After this injection-stroke of the pliston H the tappeto' or another tappet, w 'ch in that case must be in another I art X' Y" of the cam-dis roller L of lever N O, delpresses the arm O,

osition originally delletters as in the other figures.

' ward stro plane, ap roaches the roller L', provided on v the arm (Ji ofthe lever N O, and by depressing this lever bringsithe 'whole system again back in its original position, the locking-lever N' being pressed by the s ring Q in the posi- 7o tion to lock the lever hFOfand piston H. This vlocking mechanism differs from that described above withreference to Fig. 1 by the `pressure of the lever N Ov being directly transmitted to the pivot M' and the locking- 75 lever N' being released by the tappet O'.

Fig. 6 shows a modification of this mechanism. J' is lagain the valve-gear shaft, and N O the lever keyed on the shaft P, the end of the arm 0 of this lever being jointed to the 8o pivot M' by the toggle-lever M' R' S'. This toggle-lever is by spring Q' suspended on the pivot U', pressed against the cam-disk V'. The part W' to X' of this cam-disk is round. It corresponds with the compression period ofthe working piston, and as at this time the pressure acting on the larger face of the piston H tends to move the lever N outward and the arm O upward the roller P' is so more firmly ressed against the cam-disk.y At about t e end of the com ression period the v moves -the roller away from the disk, the toggle-joint bends out, and the lever NO, together with the toggleilever7 assumes the. position Z' Z2 M', 95 (shown on the drawings in dotted lines,) in which position the piston H has made its outward stroke. On the further movement of the cam-disk the cam W' X' Y' meets the and restores the origina position. It is a matter of course that two cam-disks may be arranged -instead of one for acting on the rollers P' and L'.

Figs. 7 and 8 show a mechanism for actuating the piston H which is especially adapted for two cycle combustion' engines and which also in the drawings is shown as applied to such an engine. The corresponding parts are again marked with the same reference- The Working cylinder A is closed at the end opposite to. the compression-chamber, and this side of the cylinder isfmade to serve as air-pump. The working piston isconnected with the main shaft B'by piston-rod A2, cross-head B2, and

connectin -rod A. The piston on its ine draws in pure air by the valve C2. On its outward stroke it compresses the sameto `about 0.3 atmospheres. Toward the end of the-outstroke the working piston opens the. exhaust-port D2, through which escape the s ent ases. At this time also the air-port 2 is aid free, and the partlycompressed lair flows from the chamber in front of the piston to the rear of the same and guided by theprojection F2, provided on the face of the piston, sweeps the products-of combustion out of the combustion-chamber. This part is not of Inyinvention. It is one of IZO the known methods of operating two-cycle combustion-engines; but it is to be understood that my invention which I shall now particularly describe is not applicable to this class of two-cycle combustion-engines alone, but also to others-for instance, to those in which 'a special pump is providedfor introducing compressed air into the working chamber of the cylinder, in which, therefore, the cylinder is not closed in front of the piston. The present arrangement is distinguished by the operation of the piston H by4 means of the three-armed'lever S, provided with two'rollers Y and L. During the compression period the piston H is locked by'the roller Ll of the lever S, bearin against the cam-disk Z, secured to the riving-shaft. The lever S is, as before described, connected with the rod J of the piston H by rod Q and lever N O. At this time the round part G2 to H2 of the cam-disk bears against the roller L and locks the piston H. The compensating passage G remains, therefore, open. It is not necessary to make the part G2 to H2 of the cam-disk absolutely round. 'It Amust, however, be so shaped as to prevent a movement of the piston H capable of closing the compensating passage G. Toward the en'd of the compression period the cam X pushes the roller Y away from the center ofthe camdisk and actuates by lever S, rod Q, and lever N O the piston H to make its outward or injection stroke. During this time the roller L bears against the part H2 to J2 ofthe camdisk. Toward the end of the expansion or working stroke of the Working piston Athe part K2 to G2 of the cam-disk comes to bear against the roller L and restores the initial position. It is not necessary that during the injection period.-'f. e., as long as the cam X moves the roller Y-the roller L be in permanent contact with the part H2 J2 of the cam-disk. It is rather preferable to so construct the cam that when the part G2 H2 comesv out of contact with the roller L the back of the cam-disk H2 J2 be out of reach of the roller L. This last-described locking mechanism can also' be used for operating four-cycle combustion-engines. It is in such case only necessary to mount the cam-disk X Z on a separate valve-gear shaft which makes half the number of revolutions of the drivingshaft. It is also possible to fix the cam-disk on the driving-shaft and to operate the piston H twice during the four cycles of the engine. The one stroke at the cnd of the compression-stroke will effect the injection of the fluid combustible. The other stroke of the piston H at the end of the expulsion-stroke of the driving-piston and commencement of the suction-stroke will be ifectless for the working of the machine, for the reason that at this time the chamber F is not vet filled with combustible, this being supplied by pipe D at a subsequent timei.. e., toward theend of the suction-stroke or even during the compression-stroke. v

What I claimlas my invention, and desire to secure by Letters' Patent of the United States, isp 1. In internal-combustion engines7 the com'- bination with the combustioinchamber of an air-chamber, a chamber for the reception of the fluid combustible, both these chambers communicating with each other and with the combustion e chamber, piston adapted to move in the air-chamber, the face of the pis'- ton directed to the combustion-chamber having a larger sectional area than the opposite face, means .for locking the piston during the compression-stroke o the workingv piston, and means for releasing and displacing'the same about the end of the compression-` stroke; all substantially as set forth.

2. In internal'- combustion engines comprising a combustion-chamber, aseparate air-chamber, a chamber for the iiuid combustible, all communicating with each other and piston adapted to move in said chambers, the combination of said piston with a two-armed lever attached to the rod of the piston, and means connected with said lever and operated from the drivin -shaft o f the engine for locking the piston or part of the revolution of the driving-shaftgQall substantially as set forth.

8. In internal-combustion engines com prising a combustion-chamber, a separate air-chamber, a chamber forthe fluid combustible all communicating with each other, and piston moving in said air-chamber, the combination of said piston with a two-armed lever connected with the piston-rod thereof, means connected with the driving-shaft of the engine for 'lookin the piston during part of the revolution of t e driving-shaft and for releasing 'the saine toward the end of the com pression-stroke of the Working piston; all substantially as set forth.

4. In internal-combustion engines com prising a combustioncl1amber, a separate air-chamber, a chamber for the uid combustible, all communicating with each other, and piston moving in said airchamber, the combination of said piston with a two-armed le-' ver and means connected with the drivingshaft for locking said piston during part of the revolution of the driving-shaft, for releas ing the same and for operating the instroke IOO of the driving-shaft, for releasing the same and means for operating the instroke and outstroke of the same; all substantially as set I locking-lever forlocking and releasing the forth. y two-armed lever and operate the two-armed (i. In internalcombustion engines comlever for evectng the instroke of the piston; prising a combustion-chamber, a separate all substantially as set forth.

5 air-chamber, a chamber for the combustible In testunony whereof I have hereunto set fluid, all communcatingwith each other, and my hand in presence yof two subscribing witpiston adapted to move in said chambers, the nesses.

combination of said piston with a two-armed l GUSTAV vTRINKLER; A lever, locking-'lever acting on the two-armed Witnesses: 1ro' lever, and tappets actuated from the drving. LEoNoRE RASCH,`

shaft of the engine which tappets operate the ANNA SIGGALa 

